Fluid-pressure brake system.



Patented April 1 1, 1905.

UNTTED STATES PATENT OFFICE.

)II'RY ll". I'IIBBARI), OF CHICAGO, ILLINOIS, ASSIGNOR` T() RIOI'IARI)FI'I`Z(.ICR.-\LI), OF CI'IIUAHO, ILLINOIS.

FLUID-PRESSURE BRAKE SYSTEM.

SPECIFICATION forming part of Letters Patent No. 787,332, dated April11, 1905. Original application tiled February 25, 1903, Serial No.146,018. Divided and this application filed April 23, 1903. Serial No.153,966.

Ile it known that I, )Iat'nv W. Illimani), residing at (hicago,(lookcount-v,'Illinoisdiave invented certain new and usel'ulImprovements in I `luid-l)ressure Brake Systems, olE which the followingis a specification.

)lv invention pertains t-o the same general charm-ter and operation ot`mechanism described in prior Letters Patent ot the United States, Nos.6521.205 and 609,386, issued on September '24. lttll, and Ma)v o, i902,re-

spectively, which mechanism acts in aid ol l the usual air-brake s vstemand provides a partial brake-pressure t'or a car cmpt v and a lnll orincreased braking pressure tor a car l()ll(l((l.

In the drawings, Figure I is a sectional elevation ol a valve apparatusembodying m v present invention: Fig. 2, a section taken on the line tl) ot Fig. 3 with the slide-valve removed and showing the valve-seat andports opening thereon; and Fig. I, a section on the line IC F ol' Fig.I.

.\l v present device comprises a casing 5l, having end caps 52 and 52%and containing a vaIve-chamber 54. The cap 52 has a passage 55communicating with the auxiliacv reservoir R and the cap 51S a. passage56 communieating with the supplemental reservoir h' R. The valve-chamberhas a bushing 57, in which is lormed a valve-seat 5s. on which the mainvalve 5S) travels. On the valve-seat terminates a port or passage (Sl),communicating with a blowdown 6 B l)1 similar to the one referred to inmy prior patent, No. 699,356, and arranged to be connected in .\1npt.vcai"' position with the brakec vlindcr port or passage 62 B C b v meansol' a recess 62% in the face ol the main valve. The passage (Sil leadsto the brakeevlinder in suitable manner b v proper piping.

The valve-seat also has a vent-port. 64 and an exhaust-port 65, used lora purpose hereinatter made apparent, which ports are controlled bv across-recess 66 in the mam valve.

operating-lever T0. .\n operating-stem 7l, having a web T2 fitting intoa vertical slot in the lever 7l), en ters the side ol the valve-'casingat a point above the main valve7 all as clearly shown in Fig. l. lVlienthe operating-lever is in its upright position, as shown in thedrawings, the main valve is in normal or emptv-car position. lVhcn suchlever is actuated in one direction. its depending arm is rotated towardthe lelit, Fig. l, and the main valve is also moved in that direction to"loaded-can' position. Likewise, when such lever is actuated in theopposite direc.- tion the main valve is moved to the right, Fig. l, to"bleed" position. This lever is connected to and operated b v rodsextending to opposite sides ol' the car in substantiallv the same wav asthe lever or actuating rod or shaft ot the construction described in nlv original application.

VIn the torni el construction new being described the automaticvalve-locking device operates on the same general principle as the oneshown in Fig. oll mv original application; but such device instead oltbeing integral with the main valve is physically independent, butoperativel)v connected and associated with the main valve and arrangedin the same structure or casing. This valvelocking device here consistsoll a llanged disk or cupil, having a stem T-lextending longitudinallvolE the valve-chamber 5J. and passing loosel)Y through the valve-llangcs67 and (5S. The disk TSS operates in a chamber 75, formed in the end cap53 and communicating with the supplemental reservoir through the passage76, leading to the passage 56. This supplemental-reservoir chamber 75 isseparated lrom the valve-chainber 54 by a diaphragm TT, having a centralbore or opening TS provided with a valve-scat l'or the valve Tt),Vliormed on the back olt the disk or cup TIS at the junction between itand its stem. IVhen, therelore, the automatic lock `is in the positionindicated in Fig. I, the

The main valve 5t) has upturnedend llanges 6T and (5S and also side[langes 69, each having a socket in which bear depending arms ot anvalve 7E) acts as a check-valve to prevent the supplemental-reservoiran' lroin passing to the mam-valve chamber and escaping therefrom whenthe bleed -port is open. stem 74 is secured to a ring or collar SO,arranged adjacent to Y and inside the valveflange 68 and passes freelythrough a plate or collar 8l, adjacent the other valve-fiange 67, whichplate is provided with a lateral flange 82, adapted to substantiallycontact a part of the casing, or, as shown, the diaphragm 77. A coiledspring S8' surrounds the stem 74 and abuts at one end the collar S0 andat its other end the plate 81, with the result that the main valve andthe automatic lock as well are kept in the normal position, as shown,but permitted to be shifted or moved, as hereinafter explained.

The supplemental -reservoir chamber 75 is provided with a smallvalve-chamber in which isfitted a flanged bushing S4, having a passagegoverned by a valve S6. This valve is normally held seated by a coiledspring` 87, and thereby closes communication between chamber 75 and thevertical passage SS and horizontal passage 89, the latter of which leadsto the vent-port 64, opening on the face of the valve-seat.

Starting with the parts in the normal positicn, as shown, the main valvebrings the blow-down device in coperative relation with thebrake-cylinder and closes the two ports 64 and 65. The air-pressure isfed from the train-pipe to the auxiliary reservoir in the usual mannerand passes through the valve-chamber 54 and into the supplementalreservoir, the valve-lock device being capable of moving sufliciently topermit the air to pass by its valve 79. The car can now be braked with aforce sufficient for an empty car, and greater pressure than apredetermined amount is prevented by the blowdown device.

For loaded-car braking the trainman shifts the main valve to the left,Fig. l, whereupon the blow-down device is cut out of service and thepassages S6, 8S, S9, and 64 vented to atmosphere through bleed orexhaust port 65 by means of the recess 66 in the main valve, whoseshifting brings this recess into register with ports 64 and 65. Atsubstantially the same time the disk 7 3 of the valvelock is moved tothe left and its flange caused to seat upon the gasket-seat 90. Aboutthe time that this disk is seating it strikes the inwardly-projectingstem of the small valve, which is thereby unseated and the air pressurewithin the flanged disk vented to atmosphere through passages SS, 89,and 64, recess 66, and port 65, with the result that the valvelockdevice and consequently the main valve are held to shifted position-thatis, loadedcar position--by the pressure of the air upon the right-handface, Fig. 1, of the disk 73. Both reservoirs are now in freecommunication and the available braking pressure is augmented to theextent of the capacity of the supplemental reservoir, so that increasedThe j braking pressure is obtained as compared with the braking pressurefor an empty car. The valve-lock is held to loaded-car position againstthe tension of the spring S3, which is compressed, inasmuch as thespring abutment or collar S0 moves with the stem 74 and the otherabutment 81 is stopped by contact of its flange 82 against diaphragm 77when the parts are adjusted to loaded-car position, as explained. Henceafter the car has remained set out of a live train for unloadingpurposes or otherwise or whenever the car equipment has ceased to becharged with airpressure, whether loaded or unloaded, the

spring S3 will automatically restore the parts to empty-carposition-that is, normal position. Thus my device is not dependent uponthe trainman for restoration to normal position and the same is true ofthe device described in my original application as well as that of myprior patent, No. 699,386. Consequently there is no danger of sliding orskidding the wheels of a car whose valve device was adjusted for load orwhich was unloaded and picked up empty.

To bleed the auxiliary reservoir, the operating-rods are actuated tomove the main valve to the right, Fig. l, whereby the bleedport 65 isuncovered and the auxiliary-reservoir pressure exhausted to theatmosphere. At this time the valve portion 79 of the valvelock device isheld seated and the supplemental reservoir cut off from communicationwith the valve-chamber 54, wherefore the auxiliary reservoir may be bledwithout bleeding the supplemental reservoir. When the main valve is thusmoved to the right, the valve-flange 67 will carry the spring-plate Slto the right and compress the spring 83, inasmuch as the collar or plate80 is stationary at this time. Then the pull on the operating-rods andlever is relieved, this spring will return the parts to normal position.

The locking disk or cup acts in the manner of a piston, inasmuch as itis'acted upon in loaded-car braking by the pressure in the valve-chamberwhich holds it seated during this time. The disk is normally exposed onboth sides or faces to the pressure in such chamber, but continuallyexposed to that pressure on one side only, inasmuch as in loaded-carposition of the parts the pressure on the other side of the piston-likedisk is vented or relieved, thereby permitting the pressure of thevalve-chamber to act on one side of the disk against atmosphericpressure on the other. So far as the broad idea of this feature ofoperation is concerned the precise construction and arrangement of partsshown is immaterial, for it is evident that the locking device may bedifferently constructed and arranged elsewhere than in the valve-chamberitself or in substantially direct connection with the valve so long asthe described functions are performed. How- IOO IIO

IIS

ever, to obtain the advantage ol' simplicity and eompactness I prelcr toconstruct and arrange the parts as shown.

To avoid any possibilityot a too rapid feeding ot the supplementalreservoir and a consequent depletion ol" considerable reductii'm in thepressure in the valve-chamber and auxiliary reservoir, which reductionmight be such as that the air-pressure remaining 1o would beinsutiicient to hold the locking device to loaded-car position when soadjusted, suitable means may be employed in the passage to thesupplemental reservoir to restrict the rate ot t'eed or chargingthereofsuch as, tor instance, any oll the restricting means describedand claimed in my patent Ytor improvements in tluidpressure brakes, No.723,356. dated March Z-t, 1903.

l claim l. ln combination with an air-brake system ot a car, asupplemental reservoir, means l'or connecting such supplementalreservoir and the auxiliary reservoir ot the brake system and separatemeans lor bleeding the auxiliary reservoir without releasing thesupplemental reservoir.

2. ln combination with an air-brake system otI a car, a supplementalreservoir, valve mechanism coi'perating therewith to produce apredi-ternlined braking pressure in the brake-cylinder and arranged toconnect such supplemental reservoir with the auxiliary reservoir ot thebrake system to produce an increased braking pressure for a loaded car,and separate means tor bleeding the auxiliary reservoir alone, withoutbleeding the supplemental reservoir.

I. In combinatimi with an air-brake tem ol a ear, a supplementalreservoir, means l'or connecting such supplemental reservoir and theauxiliary reservoir olz the brake system, means tor bleeding theauxiliary reservoir, and independent means for closing the connectionbetween the reservoirs during the bleeding operation.

i. lu combination with an air-brake system ol' a car, a supplementalreservoir, valve mechanism l'orconmcting suchsupplemental reservoir andthe auxiliary reservoir of the brake system and for bleeding theauxiliary reservoir, said valve mechanism being provided with separatemeans for disconnecting said reservoirs during the bleeding operation.

5. ln combination with an air-brake system ot a car, a supplementalreservoir, valve mechanism tor connecting such supplemental reservoirand the auxiliary reservoir ot tbe brake system and tor bleeding theauxiliary reservoir, and means arranged to lock the valve mechanism inloaded-car position and also arranged to disconnect the two reservoirsduring the liileeding operation.

(i. In combination with an air-brake system ot a car, a supplementalreservoir, valve mechanism l'or connecting such supplemental reservoirand the auxiliary reservoir of the brake system and lor bleeding theauxiliary reservoir, a locking device actuated by the valve mechanismfor locking the. latter in loaded-car position, and a valve actuated bysaid locking device tor closing communication between the two reservoirsduring the bleeding operation.

7. In combination with an air-brake system ot a car, a supplementalreservoir, valve mechanism for connecting such supplemental reservoirand the auxiliary reservoir of the brake systen'i and for bleeding theauxiliary reservoir, a locking device actuated by the valve mechanismlor locking the latter in loaded-car position, and a valve carried bysaid locking device for closing communication between the two reservoirsduring the bleeding operation.

S. In combination with an air-brake system of a car, a supplementalreservoir, valve mechanism tor connecting such supplemental reservoirand the auxiliary reservoir ol the brake system and lior bleeding theauxiliary reservoir, an air-controllml locking device actuated by thevalve mechanism for locking the latter in loaded-car position, and meanscontrolled by said locking device lor disconnecting the two reservoirsduring the bleeding operation.

In combination with an air-brake system ot a car, a supplementalreservoir, valver mechanism lior connecting such supplemental reservoirand the auxiliary reservoir ol" the brake system and for bleeding theauxiliary reservoir, a locking device controlled by the pressure ol: thebrake system and operatively connected with the valve mechanism, andmeans carried by said locking device for disconnecting the tworeservoirs during the bleeding operation.

l0. In combination with an air-brake sy:- tem ol a car, a supplementalreservoir, valve mechanism lor connecting such supplemental reservoirand the auxiliary reservoir ol the brake system and tor bleeding theauxiliary reservoir, a locking-disk continually exposed on one side tothe auxiliary-reservoir pressure and operatively connected with thevalve mechanism, means ior relieving the pressure, during loaded-carbraking, from the other side ol said disk, and means Vfor disconnectingthe two reservoirs during the bleeding operation. Y

11. In combination with an air-brake system of a car, a supplementalreservoir, a valvecasing having a chamber tor connecting suchsupplemental reservoir and the auxiliary reservoir ol the brake system,a pressure-reducing valve having comnnmication with the brake-cylinder,a main valve in said chamber for controlling said communication, andvalve-locking mechanism carried by said main valve but having amovementindependent thereof.

TOO

IOS

IlO

12. In combination with an air-brake system of a car, a supplementalreservoir, a valve-casing having a chamber for connecting suchsupplemental reservoir and the auxiliary reservoir of the brake system,a pressure-reducing lvalve having communication with the brake-cylinder,a main valve in said chamber for controlling said communication, aiianged holding-disk and cut-off valve carried by the main valvev7 saidcut-oli" valve being arranged to interrupt communication between thereservoirs, and means for exhausting air-pressure Jfrom one side of saiddisk when moved in one direction.

13. In combination with an air-brake system of a car, a supplementalreservoir, a valve-casing having a chamber for connecting suchsupplemental reservoir and the auxiliary reservoir of the brake system,a pressure-reducing valve having communication with the brake-cylinder,a main valve in said chamber for controlling said communication, aported partition arranged in said chamber, a iianged holding-disk andcut-off valve carried by the main valve, said cut-off valve beingarranged to seat upon said partition to interrupt communication betweenthe reservoirs, and means for exhausting air-pressure from one side ofsaid disk when moved in one direction.

14. In. combination with an air-brake system of a car, a supplementalreservoir, a casing having a valve-chamber and provided with a portedpartition to form a vsupplemental chamber 7 5, a main valve working insaid valve-chamber and having a stem projecting through said partitionand into said chamber 75 and there provided with a ilanged holding-diskarranged to seat at one end of the chamber 75, said stem also beingprovided with a cut-olorn valve 797 arranged to seat on said partitionwhen the disk is unseated and to be unseated when the diSk is seated,and means for holding the disk seated when seated.

15. In valve mechanism of the character described, the combination of acasing having a valve-chamber communicating between the usual auxiliaryreservoir and a supplemental reservoir, a main valve therein having ears67, 68, plates 80, 81 arranged between such ears, a stem 7 4 passingthrough said ears and plates and secured to theplate 80, a flanged disk73 arranged on the end of such stem and adapted to seat on one end ofthe valve-chamber, the casing having passages between such end of thechamber and that part of such chamber adjacent the main valve which isadapted to govern such passages, and a spring arranged between saidplates 80, S1.

16. In combination with an air-brake system of a car, a supplementalreservoir, valve mechanism for connecting such supplemental reservoirand the auxiliary reservoir of the brake system and for bleeding theauxiliary reservoir7 and means carried by and having a yieldingconnection with said valve mechanism for disconnecting said reservoirsduring the bleeding operation.

MAURY I/V. HIBBARD. Vitnesses:

S. E. HIBBEN, LoUIs B. ERWIN.

